Train brake and hand brake release systems, and related methods

ABSTRACT

Train brake systems, hand brake release systems and related methods are provided. The brake system can include a hand brake release system that can automatically releasing a hand brake on a railway car. A differential value can be used to measuring an air pressure differential between an air pressure in a train line of a train and an air pressure on a brake cylinder of the railway car to determine if air should transfer from the emergency reservoir to assure the hand brake is released. A hand brake position valve can be used to determine whether the hand brake is applied or released. The air from the emergency reservoir can then be directed within a motion detector valve to assure that the hand brake us released.

RELATED APPLICATION

The presently disclosed subject matter claims the benefit of U.S.Provisional Patent Application Ser. No. 61/529,429, filed Aug. 31, 2011,the disclosure of which is incorporated herein by reference in itsentirety.

TECHNICAL FIELD

The present disclosure relates generally to train brake systems, handbrake release systems, and related methods of using the same. Moreparticularly, the subject matter disclosed herein relates to automaticrelease systems for hand brakes of railway cars to ensure the release ofthe respective hand brake before departure of a train and relatedmethods for accomplishing a release of the respective hand brakes.

BACKGROUND

Current freight cars are equipped with brakes that are operated bycompressed air provided by a large compressor in the locomotive. This issupplied to the cars through an airline which runs the full length ofthe train. The air thus supplied is stored in the cars in two reservoirson each car. When a brake application is required, the air pressure isreduced in the air line mentioned above by the locomotive engineer.

This reduction in pressure causes an air control valve in each car totransfer air from one of the reservoirs to supply air to the respectivecar brake cylinder, which then directly, or through a system of levers,applies the brake force to the brake shoes The amount of brake force isa function of the pressure in the brake cylinder, which is ir000rtionaito the reduction made by the engineer. This application is referred toas a service reduction. The second reservoir has a somewhat largervolume, and is used for an “emergency” application. Since a reduction oftrain line air brings about a brake application, it can be understoodthat if separation occurs between any two cars, (a brake-in-two) thetrain will go into emergency braking.

From the above, it can be understood that the reverse of the sequencesabove that bring about brake application, will result in brake release.Thus, to release the brake, the engineer opens the valve at thecompressor to feed air into the train line from the compressor, raisingthe pressure in the train line and that same valve on each car mentionedabove, causes the air in each brake cylinder to vent, and at the sametime recharges the affected reservoirs. It can be understood that if theair brake system could be “tapped Into” with auxiliary devices whichcould monitor and compare air pressures at strategic places in thesystem, compare changes and the sequences in which these events occur,one could determine whether the engineer is preparing to depart by themanipulation of the air system.

Other “Automatic release” hand brake systems are available, but they allhave the serious and dangerous problem of releasing when a release isnot desired. This is because they are tapped into the air system at oneof the reservoirs for air pressure to release the brake when thepressure reaches a preselected pressure. This condition is common, butis not an indication of any action or intention on the part of theengineer. These systems are not truly automatic, in that they stillrequire human interaction.

A problem exists with air brake manipulation being the only criterionfor hand brake release. These same actions are used when certain testsare being done routinely on air brakes when a hand brake release wouldbe particularly dangerous, as there may be no locomotive attached. Thissituation must also be addressed. A final confirmation is required inthis case.

If one were to have a method of monitoring these sequences andpressures, it would be possible to positively predict, for instance, theintended departure of the train. This positive prediction could bringabout secondary actions normally required at departure for otherequipment and the cars, perhaps on equipment not related, or onlytangentially related, to the system from which the data was taken. Mostof these operations are required to be done by human interaction. One ofthe most common of these is release of the hand brake. This is timeconsuming and dangerous, and there has been much interest in automatichand brake release.

While the above described sequences are an indication of departure whenthe hand brake should be released, these exact same air brakemanipulations are duplicated during certain air brake testing andinspections during which it may be dangerous to release the hand brake.Hand brakes current on the market which use part of the air brake systemto effect release of the hand brake may still require manual assistance.These hand brake release systems and methods do not address the problemof an undesired release. Accordingly, there remains room for variationand improvement within the art of train hand brake release systems andmethods that will address at least some of the issues described above.

SUMMARY

In accordance with this disclosure, the present subject matter providestrain brake systems, hand brake release systems, and related methods ofusing the same. More particularly, it is an aspect of at least oneembodiment of the present subject matter to provide automatic releasesystems for hand brakes of railway cars to ensure the release of therespective hand brake before departure of a train and related methodsfor accomplishing a release of the respective hand brakes. Suchautomatic hand brake release systems and related methods can beaccomplished mechanically, such as pneumatically, electronically, or bya combination of electronic and mechanical components.

The method proposed herein discloses a series of steps for mechanicallyor electronically checking the air brake system at strategicallyimportant points, in a sequence indicative of an intended brake release.

Some of the objects of the subject matter disclosed herein having beenstated hereinabove, and which are achieved in whole or in part by thepresently disclosed subject matter, other objects will become evident asthe description proceeds when taken in connection with the accompanyingdrawings as best described hereinbelow.

BRIEF DESCRIPTION OF THE DRAWINGS

The features and advantages of the present subject matter will be morereadily understood from the following detailed description which shouldbe read in conjunction with the accompanying drawings that are givenmerely by way of explanatory and non-limiting example, and in which:

FIG. 1 illustrates a top plan view of an embodiment of an anti-backfire(hereinafter “AB”) air brake system for a train car used in a trainbraking system that includes an embodiment of a hand brake safe autorelease system to ensure that the hand brake is not applied beforedesired movement of the train according to the subject matter disclosedherein;

FIG. 2A illustrates a front plan view of an embodiment of an AB valvemanifold of the AB air brake system for a train car shown in FIG. 1 thatcomprises an embodiment of a differential valve of the hand brake safeauto release system thereon according to the subject matter disclosedherein;

FIG. 2B illustrates a top plan view of the differential valve shown inFIG. 2A with different ports therein for transporting air to anembodiment of a hand break position valve according to the subjectmatter disclosed herein;

FIG. 3 illustrates a side plan view of an embodiment of an AB valvemanifold of the AB air brake system for a train car shown in FIG. 1 thatcomprises an embodiment of a hand brake position valve and an embodimentof a motion detector release valve of the hand brake safe auto releasesystem thereon according to the subject matter disclosed herein;

FIG. 4A illustrates a cross-sectional side view of a portion of theembodiment of the hand brake position valve shown in FIG. 3;

FIG. 4B illustrates a top plan view of a portion of the embodiment ofthe hand brake position valve shown in FIG. 3;

FIG. 4C illustrates a cross-sectional side view of a portion of theembodiment of the hand brake position valve shown in FIG. 3;

FIGS. 5A-5H illustrate different views of portions of the embodiment ofthe motion detector release valve of the hand brake safe auto releasesystem shown in FIG. 3; and

FIGS. 6A-6D illustrate different views of portions of an embodiment of ashifting yoke assembly used in the embodiment of the motion detectorrelease valve of the hand brake safe auto release system shown in FIGS.3 and 5A-5F according to the subject matter disclosed herein;

FIG. 7 illustrates a partial cross-sectional side view of a portion ofan embodiment of a motion detector release valve of the hand brake safeauto release system according to the subject matter disclosed herein.

DETAILED DESCRIPTION

Reference will now be made in detail to possible aspects or embodimentsof the subject matter herein, one or more examples of which are shown inthe figures. Each example is provided to explain the subject matter andnot as a limitation. In fact, features illustrated or described as partof one embodiment can be used in another embodiment to yield still afurther embodiment. It is intended that the subject matter disclosed andenvisioned herein covers such modifications and variations.

Although the terms first, second, top, bottom, upper, lower, etc. may beused herein to describe various features, elements, components, regions,layers and/or sections, these features, elements, components, regions,layers and/or sections should not be limited by these terms. These termsare only used to distinguish one feature, element, component, region,layer or section from another feature, element, component, region, layeror section and, in some instances, to provide a relative relationshipbetween the features, elements, components, regions, layers or sections.Thus, a first feature, element, component, region, layer or sectiondiscussed below could be termed a second feature, element, component,region, layer or section without departing from the teachings of thedisclosure herein. Similarly, a top or upper feature, element,component, region, layer or section discussed below could be termed abottom or lower feature, element, component, region, layer or sectiondepending on their relative orientation without departing from theteachings of the disclosure herein.

Embodiments of the subject matter of the disclosure are described hereinwith reference to schematic illustrations of embodiments that may beidealized. As such, variations from the shapes and/or positions offeatures, elements or components within the illustrations as a resultof, for example but not limited to, user preferences, manufacturingtechniques and/or tolerances are expected. Shapes, sizes and/orpositions of features, elements or components illustrated in the figuresmay also be magnified, minimized, exaggerated, shifted or simplified tofacilitate explanation of the subject matter disclosed herein. Thus, thefeatures, elements or components illustrated in the figures areschematic in nature and their shapes and/or positions are not intendedto illustrate the precise configuration of a system or apparatus and arenot intended to limit the scope of the subject matter disclosed herein.

The present subject matter discloses an air brake system for use ontrains and in particular, on railroad cars, such as freight cars andpossibly passenger cars. More particularly, this invention relates to ahand brake safe auto release system that when activated by the trainengineer at the time that the train is prepared to intentionally move ina forward motion, such as when a train is leaving a station, willautomatically release any hand brake on the attached railroad cars toprevent skidding. To accomplish this, a hand brake system on eachrailroad car can have different valves attached to specific componentsof the air brake system. In particular, a differential valve can be usedto determine the relative pressure between the train line, which runalong the line of railroad cars behind the locomotive and supplies airfrom the compressor on the locomotive to each of the railroad cars, andthe brake cylinder on each railroad car. Based on the air flow directiongenerated by the differential valve from the air pressures from thetrain line and the brake cylinder, air can flow to a hand brake positionvalve to determine if the hand brake on a respective railroad car isapplied. If the hand brake on the respective railroad car is applied,then the hand brake position valve directs the air into a motiondetector valve that causes the hand brake to release.

FIG. 1 illustrates an air brake system, generally designated 10, that isconnected to brakes on the trucks of a railroad car, such as a freightcar, so that brakes, and in particular the brake pads, can be applied tothe wheels on truck to prevent the wheels from rotating or at least slowthe rotation of the wheels as is typically known in the railway arts.For example, the attachment and alignment of the brakes and the atypical braking system with the brakes aligned for application of brakepads to wheels is shown and described in detailed in U.S. Pat. No.5,507,368 with particular reference to FIGS. 1-5. U.S. Pat. No.5,507,368, with particular reference to FIGS. 1-5 and relateddescription, is incorporated herein by reference in its entirety. Airbrake system 10 can include a hand brake safe auto release system 50used to quickly release a hand brake 70, represented by a rotatingapplication wheel 72 and its casing 74. For example, hand brake 70 canhave a pawl and lever system (not shown) to hold and release the brake.Further, hand brake 70 can have a release cylinder (not shown) withincasing 74 that can be used to release a pawl via a lever. An example ofa similar hand brake is shown and described in U.S. Pat. No. 8,172,045with particular reference to FIGS. 9-11 and related description. U.S.Pat. No. 8,172,045, with particular reference to FIGS. 9-11 and relateddescription, is incorporated herein by reference in its entirety.Similarly, another example of a hand brake that uses an air releasecylinder to release the hand break is shown and described in U.S. Pat.No. 5,469,941, which is incorporated herein by reference in itsentirety.

Air brake system 10 comprises a train line, generally designated 12,that runs along railroad cars behind a locomotive to the end of the lineof railroad cars. Train line 12 supplies air from a large compressor ona locomotive of the train to each of the railroad cars. Train line 12includes a series of brake pipes, valves, connectors, and/or connectorhoses that are attached to and between the railroad cars. For example,as shown in FIG. 1, train line 12 on each can comprise one or more brakepipes 14, joints 16, valves 18 and connector hoses 20. Train line 12 canalso comprise a connector, generally designated 22, that connects trainline 12 to an AB valve 30. Connector 22 can comprise, for example, abranch pipe tee 24, a branch pipe 26 and a dirt collector 28 that isconnected to AB valve 30 to supply air to the respective air brakesystem 10 to brake the respective railroad car to which it is attached.Branch pipe tee 24 can divert some air flow from train line 12 throughbranch pipe 26 and dirt collector 28 to AB valve 30.

AB valve 30 can be connected by a brake air line 34 to a brake cylinder32 that is used to apply the brakes to the wheels on the railroad car ina known manner. AB valve 30 can also be connected by an emergency airline 36 and an auxiliary air line 38 to a two compartment reservoir 40.Two compartment reservoir 40 can comprise an emergency reservoir 42 andan auxiliary reservoir 44. Emergency air line 36 connects emergencyreservoir 42 to AB valve 30 and auxiliary air line 38 connects auxiliaryreservoir 44 to AB valve 30. AB valve 30 can further be connected by arelease control retainer air line 46 to a release control retainer 48.Air brake system 10 can also comprise hand brake safe auto releasesystem 50 that is used to quickly and safely release hand brake 70. Handbrake safe auto release system 50 provides a three check point safetysystem that uses three different valves to ensure the release of thehand brake 70 on the respective railway car before initiated forwardmovement of the train. Hand brake safe auto release system 50 cancomprise a differential valve 52 and an AB manifold 54 that fits over avalve pipe bracket 80 (see FIG. 2A). AB manifold 54 can include ports orpassageways therein through which air from train line 14 and air frombrake cylinder 32 can flow into differential valve 52 to determine ifbrake cylinder 32 has applied the brakes based on the relative airpressures between train line 14 and brake cylinder 32. AB manifold 54can include a port or a passageway that allows air to flow fromemergency reservoir 42 and emergency reservoir line 36 to differentialvalve 52 to be passed through differential valve 52 depending on therelative air pressures between train line 14 and brake cylinder 32 andwhether brake cylinder 32 has applied the brakes.

If the relative air pressures indicate that the brakes are not applied,differential valve 52 permits air from emergency reservoir 42 to flowinto a hand brake position valve 58, for example, through an air line56. Hand brake position valve 58 can be used to determine whether thehand brake on the respective railroad car is applied. Depending onwhether the hand brake is applied and its associated chain is taut, handbrake position valve 58 can pass the air from emergency reservoir 42that has traveled from differential valve 52 through an air line 56 intoa motion detector device, which in this embodiment is a motion devicevalve 60. In motion detector valve 60, the air is use to release amotion detector device (described in more detail below) so that the airfrom emergency reservoir 42 can travel back into and through hand brakeposition valve 58 to the air cylinder mentioned above that resides incasing 74 of hand brake 70. The air from emergency reservoir 42 canactivate the air cylinder to cause the lever to release the pawl from aratchet wheel thereby freeing the ratchet wheel and an associated gearand gear shaft that is used to wind the chain of hand brake 70 to rotatefreely to slacken the chain of hand brake 70 and release the brake. Handbrake rotating application wheel 72 and casing 74 can be locate invarious places on a railway car. For example, wheel 72 and casing 74 areusually located on the outside of the railway car at one of the endseither on a side wall of the railway car on a top, or roof, of therailway car.

Hand brake safe auto release system 50 and its related method aredescribed in more detail. As mentioned above, the first step inautomatically releasing hand brake 70 is to compare the relative airpressures between train line 14 and brake cylinder 32. Differentialvalve 52 can be used to make this comparison and can comprise a free“floating” spool valve. In particular, as shown in FIGS. 2A and 2B,differential valve 52 can comprise a cylinder housing 80 having aninterior 82 and a control spool 84 that is positioned within interior82. Spool 84 in use is free to move in cylinder housing 82 in which itis contained, but may also be biased by a spring 86 (shown in FIG. 2Aschematically as an X) when required. Differential valve 52 would bestbe mounted near or on brake systems AB control valve 30.

As shown in FIGS. 2A and 28, a combined AB manifold plate 54 and valvebody 52 can be mounted between the face of pipe bracket 30A and the pipeflanges (already furnished) places the differential valve in positionfor easy access to the three required air sources to be ported into thisfirst Safe Release control. AB manifold 54 can comprise train line port12A in AB manifold 52 where train air line 12 provides air throughconnector 22 to AB valve 30 and a brake cylinder port 32A in AB manifold54 where brake cylinder air line 34 engages AB valve 30. AB manifold 54can also comprise emergency reservoir port 42A in AB manifold 54 whereemergency reservoir air line 36 engages AB valve 30.

Spool 84 comprises three spaced O-rings 84A, 84B, 84C secured around itsexterior that serve as seals to provide four sealed air chambers 88A,88B, 88C, 88D, Chambers 88A, 88D can be formed at each extreme end ofspool 84 and chambers 88B, 88C on either side of center O-ring 84B.Inlet port 90A and outlet port 90B in cylinder housing 82 can beprovided in close proximity to center ring 84B. Inlet port 90A is incommunication with passageways, or bores, 54A in emergency reservoirport 42A in AB manifold 54 where emergency reservoir air line 36 engagesAB valve 30. A train line inlet port 90C can be formed in an end wall82A. Train line inlet port 90C can be in communication with passageways,or bores, 52B in train line port 12A in AB manifold 52 where train airline 12 provides air through connector 22 to AB valve 30. A brakecylinder inlet port 90D can be formed in cylinder housing 82 inproximity to an end wall 82B. Train line inlet port 90C can be incommunication with passageways, or bores, 52B in train line port 12A inAB manifold 52 where train air line 12 provides air through connector 22to AB valve 30. Spool 84 can be biased by spring 86 to assure that, whenno pressure is provided, spool 84 will be in the closed position.

In the closed position, spring 86 holds spool 84 against a stop button92 and end wall 82A of cylinder housing 82. Spool 84 can be operated toprovide air from inlet port 90A to outlet port 90B when a differentialof pressure exists between air provided through brake cylinder inletport 90D from brake cylinder 32 and air provided from train line inletport 90C from train line 12 when the air pressure is elevated on trainline port 90C. This differential causes spool 84 to shift against spring86 to then put inlet port 90A from emergency reservoir 42 incommunication with outlet port 90B that allows the air to flow to handbrake valve 58. At this point, air, which is from emergency reservoir42, is removed for the first time from the brake system. Air from trainline 12 and air from brake cylinder 32 are not removed.

Thus, the air from emergency reservoir 42 can be considered action airthat will be used cause an action to occur in other valves in hand brakesafe auto release system 50, while air from train line 12 and air frombrake cylinder 32 can be considered control air. At this point,differential valve 52 is the first confirming valve to admit action airinto the control from emergency reservoir 42 into hand brake safe autorelease system 50. The control air, the air which shifts control spool84, can thus supplied by brake cylinder air line 34 to brake cylinderport 90D and train line 12 supply to train line port 90C to create theshifting air pressure differential.

Recalling the brake application/release sequence, the air brake isreleased by increasing the train line pressure. This action vents brakecylinder 32, thus producing a relative pressure difference between brakecylinder inlet port 90D and train line inlet port 90C, shifting controlspool 84 toward brake cylinder inlet port 900, and thus placing inletport 90A and outlet port 90B into communication at chamber 88C betweentwo O-rings 84B, 84C. This action allows action air from emergencyreservoir 42 to feed through outlet port 90B to hand brake positionvalve 58, which is the next confirming control valve. A transducer TRcan be provided on a differential valve 52. Transducer TR can be used torecord vibration and various occurrences associated with the release ofhand brake 70 as well as air brake system 10. For example, transducer TRcan be used to record failure rates of hand brake release system 50 torelease hand brake 70 among other things.

Hand brake position valve 68 shown in FIGS. 3 and 4A-4C serves as thesecond check point in the hand brake safe auto release system 50 todetermine and/or confirm whether a hand brake 70 is applied. Hand brakeposition valve 58 can also be biased by a spring 112 (see FIG. 4A) andcan be mechanically operated by hand brake chain BC. A spring loadedpusher device, or spring loaded pusher, generally designated 93, canpush a cam 94 outward to engage and apply a force to chain CB. Theapplied force from cam 94 is used to check whether the hand brake is setor in release. As shown in FIG. 3, chain CB is taut and cam 94 is heldin a down position with pusher 93 pushed inward compressing internalspring 93A, illustrated in FIG. 3 by an X. FIG. 3 shows in dashed linesthe chain CB in a slackened position and cam 94 being pushed outward bypusher 93 and its internal spring 93A. Guide bars 96 can be provided oneither side of cam 94 to guide it inward and outward as it rotates abouta placement pin 98 that serves as an axis of rotation and a pin 93A thatconnects pusher 93 to cam 94.

Hand brake position valve 58 has one inlet 100 to which air is providedfrom differential valve 52 and its outlet port 90B. Further, hand brakeposition valve 58 comprises a position valve cylinder housing 108 thatforms two detector inlet/outlet ports 102 and 104 that can allow airprovided from differential valve 52 to hand brake position valve 58through port 100 into motion detector valve 60. Position valve cylinderhousing 108 also can form two vent ports 105 and 107 that vent air thathas been processed through motion detector valve 60. Vent port 105 ventsair that that been passed to the release cylinder that releases the pawlon hand brake 70 by motion detector valve 60 and that has been returnedto motion detector valve 60 and into hand brake position valve 58 forventing. Vent port 107 vents air that that been passed to the motiondetector valve 60 and used to lock locking spools therein as describedbelow and then is passed back to the Hand brake position valve 58 forventing. Position valve cylinder housing 108 can comprise mounting armsor brackets 108B for mounting to a portion of the railway car or tomotion detector valve 60 as shown in FIG. 3.

Further, as shown in FIGS. 3, 4A, 4B, and 4C, hand brake position valve58 can comprise a spool 110 having an actuation plunger, or button, 110Athat extends out of an end wall 108A of cylinder housing 108. Actuationplunger 110 is engaged by cam 94 that thereby moves spool 110 up anddown in cylinder housing 108 as cam 94 is pushed outward and inward bychain CB of hand brake 70. Spool 110 comprises spring 112 that biases ittoward end wall 108A. Spool 110 can thus be repositioned by a mechanicalcam 94. As with control spool 84, spool 110 has three O-rings 111A,111B, and 111C on its exterior. Spool 110 can comprise lips that extendoutward from an external surface of spool 110 that are shorter EndO-rings 111A, 111C and center O-ring 111B each form a seal with cylinderhousing 108 to create chambers 114A, 114B, 114C therebetween. Dependingon the position of the spool 110 within cylinder housing 108 based onthe position of cam 94 will dictate which of the ports 100, 105, 107 isin communication with ports 102, 104 based on the position of therespective chambers 114A, 114B, 114C.

If cam 94 detects a release position of hand brake 70 with a slackenedchain CB as shown in dashed lines, the received air is directed to the“locking spools” in motion detector valve 60 as described below. If a“set” position is detected, the received air is directed to the set portof motion detector valve 60.

Thus, in hand brake position valve 58, inlet port 100 receives actionair from outlet port 90C in differential valve 52 through a separate airline 56 (see FIG. 1) and twin outlet ports 102, 104. Venting operationsare provided by vent ports 105, 107 and a transfer port 116 whichprevents air entrapment in a cavity in spool 110 that could interferewith operation.

If cam 94 indicates that hand brake 70 is in “released” position basedon a slackened chain CB, internal spring 112 maintains spool 110 in theextended position shown in FIG. 4A with actuation plunger 110A extendingoutward from end wall 108A of cylinder housing 108. When spool 110 is inthis position, communication between inlet port 100 and port 122 inmotion detector valve 60 is maintained. Inlet port 100 furnishes air tothrough port 122 to locking spools in motion detector valve 60 asdescribed in more detail below.

If cam 94 indicates that hand brake 70 is in “set” position, the exposedactuation plunger can be depressed. Thereby, shifting spool 110 can passventing port 107 toward the back of end wall 108B of cylinder housing108. This will place the port 107 and port 104 into communicationventing lock spools of motion detector valve 60.

Air is then provided from port 100 through port 102 in motion detectorvalve 60 to furnish air from emergency reservoir 42 to a center port ina motion detector actuation spool of motion detector valve 60 discussedin more detail below.

Thus, as described above and in more detail below particularly withreference to FIGS. 5A-5E and 6A-6D, motion detector valve 60 receivesand passes air from and to hand brake position valve 58 through thevarious ports in both valves. The motion detector valve is the thirdcheckpoint and control valve in hand brake safe auto release system 50and can be a key component in hand brake safe auto release system 50. Asstated above, these conditions may also occur when no departure isintended, and therefore it may be that the application of hand brake 70is desirable. Therefore, the final confirmation of departure can includea motion detector, which then provides true fully automatic and safehand brake release. Motion detector valve 60 can be used to determinedeparture and therefore a required release of hand brake 70. Motiondetector valve 60 can comprise a housing 130, a vertical pendulum 140, ashifting yoke 150, two lock spools 160A, 160B and a controller spool 170that are used to shift air between various ports in one and/or twodirections.

Housing 130 provides bore holes, passageways and cavities therein toaccommodate vertical pendulum 140, shifting yoke 150, two lock spools160A, 1606 and controller spool 170 and their respective movements.Housing 130 can be closed a front manifold 132, a rear manifold 134, andside manifolds 136, 138. Rear manifold 134 can form ports andpassageways therein to facilitate movement of air between motiondetector valve 60 hand brake position valve 58 as well as between motiondetector valve 60 and the hand brake release cylinder on hand brake 70as described in more detail below. In the embodiment shown, ports and/orpassageways that are used to transport air through motion detector valve60 to trip or release the release cylinder (not shown) on hand brake 70(see FIG. 1) can be all or substantially all in rear manifold 134 asshown in FIGS. 3, 5G and 5H and substantially all or most of the portsand/or passageways that are used to transport air through motiondetector valve 60 to engage or set locking spool 160A, 160B can be inhousing 130.

Housing 130 can comprise a cavity 153 formed therein that acceptsshifting yoke 150 and permits it to shift from side to side (towardsside manifold plates 136, 138) therein. Shifting yoke 150 can comprisevarious parts, components and/or features as shown in FIG. 6A-6D.Shifting yoke 150 has a sliding rod 152 that securely attached toshifting yoke 150 through aperture 152A so that shifting yoke 150 isshifted in a corresponding direction when sliding rod 152 is moved bylocking spools 160A, 160B. Housing 130 provides guidance and support ofcontrolled lateral motion of shifting yoke 150 in motion detector valve60. Locking spools 160A, 1606, as with all of the spools disclosedherein, can have O-rings on their exterior to provide a seal with theneighboring housing. Each locking spool 160A, 160B can have an interiorcavity that permits it to be attached to and reside on a respective endof sliding rod 152. Each locking spool 160A, 160B can have a spring164A, 1646 respectively in its cavity to attach it to sliding rod 152and bias the locking spool 160A, 160B away from shifting yoke 150. Yoke150 has arms 144 that engage end plungers 174 of controller spool 170 topush controller spool 170 that resides in a cavity in housing 130 in afirst or second direction. Controller spool 170 can have multipleO-rings thereon. As shown, controller spool 170 can have four O-rings170A, 170B, 170C, 170D on its exterior. O-rings 170A, 170B, 170C, 170Deach form a seal with housing 130 to create chambers 172A, 172B, 172Ctherebetween. The position of spool 170 within housing 130 will dictatewhich of the ports 130A, 1308, 130C is in communication with ports 102,104 based on the position of the respective chambers 114A, 114B, 114C.

Vertical pendulum 140 is secured by an axis pin 142 to housing 130 withvertical pendulum 140 being rotatable about axis pin 142. Yoke 150 andvertical pendulum 140 are controllably movable relatively to one anotherby a yoke control pin 154 that is attached to vertical pendulum 140below axis pin 142 and extends through an arcuate slot 134E in the wallof housing 130 that separates yoke 150 from vertical pendulum 140 andinto verticals lot 154B in yoke 154A. Yoke control pin 154 moves up anddown its vertical slot 154B as vertical pendulum 140 is permitted torotate about axis pin 142 and yoke control pin 154 pushes yoke 150 in anopposite direction from the direction vertical pendulum 140 falls.Thereby, arms 144 move controller spool 170 back and forth until eitherarm 144 or controller spool 170 abuts a stop wall 180 of housing 130 sothat chambers 172A, 172B or 172C are aligned with the desirable ports130A, 130B, 130C to correctly direct air through motion detector valve60.

Vertical pendulum 140 is held locked in the vertical position by twolock spools 160A, 160B when it is in a position where hand brake 70 isreleased, hereinafter called the released position shown in FIG. 5F.Air, which originates from emergency reservoir 42 and is providedthrough port 104 of hand brake position valve 58 is directed toredirection cavity 103 that redirects the air to port 122. From port122, air passes through passageways 122A-122D to locking spool chambers162A, 162B on either side of shifting yoke 150 that engages pendulum140. Passageways 122C and 122D guide air into the respective lockingspool chambers 162A, 162B on the sides of locking spool 160A, 160Bdistal from shifting yoke 150 to force locking spools 160A, 160B towardshifting yoke 150 and further on locking spool rod 152 that is securedin shifting yoke 150 in aperture 152A in shifting yoke 150. Lockingspools 160A, 160B thereby are pressurized by air pressure providedthrough locking spool port 122 which is in communication withpassageways 122A-122D shown FIGS. 3 and 5A. It is noted that the lookingspots 122A′ 122B, 122 c, 122 d in FIGS. 5C-5F have a slightly differentconfigurations. Thereby, the provided air urges locking spool 160A, 160Bagainst the bias of the springs 164A, 164B to compress them andpermitting locking spool 160A, 160B to engage the ends of sliding rod152 to hold sliding rod 152 and yoke 150 in a central stabilizedposition at the same time, locking pendulum 140 into a verticalposition. When vertical pendulum 140 is in such a position, no actionneeds to be taken.

When hand brake 70 and therefrom vertical pendulum 140 are in a setposition so that hand brake 70 is applied, vertical pendulum 140 is madeunstable by directing air to a center-position port 130A that leads tochamber 172A around controller spool 170, and lock spools 160A, 160B arevented, making the pendulum unstable. Any motion of the car will causependulum 140 to drop to one side or the other, causing spool 170 toshift to a position to direct air through either chamber 172B or 172Cand through port 130B or port 130B to the hand brake release cylinder ofhand brake 70. Through these actions and the movement of the componentsin motion detector valve 60, hand brake safe auto release system 50 canthen resets.

If a released position is indicated, locking spools 160A, 160B arepressurized and locking spool port 122 is in communication withpassageways 122A-122D, which, through the drilled ports shown, wouldfill the area in back of locking spools 160A, 160B and urge them toengage the sliding rod 152 and yoke 150, thus centering them, and at thesame time, locking pendulum 140 into a vertical position. It is notethat at this point port 120 is in communication with port 130B or 130C.This position allows venting of the hand brake release cylinder on handbrake 70 to ensure its release. This is the condition maintained duringtransit of the train. It will be noted that center port 130A under thiscondition, would not be in communication with the neighboring ports.

As shown in FIG. 5E, the position is illustrated in motion detectorvalve 60 when hand brake 70 is not released and therefor requiresrelease. The image shows the conditions when locking spools 160A, 160Bare vented and springs 164A, 164B released, as shown, leaving pendulum140 unstable, and the car has been moved. Pendulum has “fallen” to theleft side forcing shifting yoke 150, by way of yoke control pin 154 andthus controller spool 170 to the right. This permits “action” air fromemergency reservoir 42 to enter hand brake release cylinder to becharged and trip the pawl lock, known to those in the industry, andthereby release the hand brake.

It is particularly noted that the “O” ring positions around controllerspool 170 which seals the center port with one ring and creates a secondport “area” for the two out board ports. This can allow the releasecylinder to receive air without regard to which way pendulum 140 falls.The center and one delivery port, and thus both delivery ports, will bein communication with the line to the brake release cylinder with one ofthe two side ports drilled through to port to that line, not shown butalso located in the hand brake housing close to the brake holding pawlwhich the release cylinder must disengage.

It is note that ports 130A, 130B, 130C from housing 130 adjacentcontroller spool 170 can exit to rear manifold 134. This rear manifold134 can serve as a cover as well as a manifold for the distribution ofair to locking spools 160A, 160B as well as the hand brake releasecylinder (not shown). As shown in FIGS. 5G and 5H, rear manifold 134 canbe mounted to the back of motion detector valve 60, and can supplyoperating air received from hand brake position valve 58 through port120 through passageways 124, 134 to center spool port 1306 in motiondetector valve 60. Port 130A can be a through hole to motion detectorvalve 60 to operate locking spools 160A, 160B.

Spring loaded pusher 93 presses against hand brake chain CB. If handbrake 70 is “set”, chain CB will be drawn tight as shown in solid linesin FIG. 3. Cam 94 will not be able to displace it and thus the pusher 93will remain down. Recalling the description provided above, lockingspools 160A, 160B are vented, making pendulum 140 unstable and the unitsensitive to motion, which will then produce release of hand brake 70.

If chain CB is “slack” indicating the brake is released, the pusher 93will be in the extended position and maintain the pressure on lockingspools 160A, 160B while venting the hand brake release cylinder, thusmaking the train ready for departure. It can be understood that once thehand brake is released, either by the above described automatic methodor by hand, the above described system will “reset” itself for the nextrequired release.

As shown in FIG. 3, hand brake position valve 58 and motion detectorvalve 60 can be mounted together in some embodiments to function as asingle unit. In some embodiments, hand brake position valve 58 andmotion detector valve 60 can be mounted as a single unit in the handbrake casing 74. In most embodiments, differential valve 52 can belocated near (or on) AB Valve 30. Some of the mechanical parts have beenremoved, since it is the intension in this assembly to show thepneumatic and sealing methods.

Instead of a mechanical hand brake release system, an electrical orelectromechanically hand brake release system can be used to assure therelease of hand brakes on railway cars before departure of a train. Forexample, in some embodiments, a hand brake release system can beprovided that uses a differential valve similar to the ones describedabove to determine the air pressure differential between air pressure ina train line and air pressure in a brake cylinder on the railway car.The hand brake release system can also comprise an electronic hand brakeposition accelerometer and motion detector device 200 that can comprisehousing 202 with an electronic accelerometer 204 thereon in operablycommunication with one or more appropriate solenoids 220A, 220B withinhousing 202. Accelerometer 204 can be engaged by a cam 94 as describedabove with reference to FIG. 3 to determine if the hand brake isapplied. Accelerometer 204 can act as an on/off switch that gives animpulse charge to activate the solenoids 220A, 220B. For example,solenoids 220A and 220B can be positioned on either end of the housingwith a controller spool 210 therebetween with plungers 212 that canengage the respective solenoid 220A, 220B. Controller spool 210 can havemultiple O-rings thereon. As shown, controller spool 210 can have fourO-rings 200A, 200B, 200C 200D on its exterior that form seals withhousing 202 to create chambers therebetween as described above. Theposition of spool 210 within housing 202 will be dictated by whichsolenoid 220A, 220B is, activated by the pulse. Based on the pulseprovided, controller 210 can be moved so that ports 214, 216, 218 are incommunication with each other sometimes, can be isolated sometimes andhave the end ports venting sometimes depending the location ofcontroller spool 210 created by the push of the respective solenoidactivated by the accelerometer.

If the brake needs to be released, the appropriate solenoid 220A, 220Bcan be activated to move the controller spool 210 to the position wherethe appropriate ports 214, 216, 218 are in communication within theappropriate chambers created by O-rings 200A, 200B, 200C, 200D handbrake protection valve similar to those described above. Since only apulse of electricity is used, the power source will not be drained.

The present subject matter can be embodied in other forms withoutdeparture from the spirit and essential characteristics thereof. Theembodiments described therefore are to be considered in all respects asillustrative and not restrictive. Although the present subject matterhas been described in terms of certain preferred embodiments, otherembodiments that are apparent to those of ordinary skill in the art arealso within the scope of the present subject matter.

What is claimed is:
 1. A method for automatically releasing a hand brakeon a railway car, the method comprising: measuring an air pressuredifferential between an air pressure in a train line of a train and anair pressure on a brake cylinder of the railway car to determine if airshould transfer from an emergency reservoir of a train brake system toassure the hand brake is released; determining whether the hand brake isapplied or released using a hand brake position valve; and directing theair from the emergency reservoir within a motion detector device toassure that the hand brake is released.
 2. The method according to claim1, wherein the determining whether the hand brake is applied or releasedfurther comprises directing the air from the emergency reservoir tolocking spools of the motion detector device to release the hand brake.3. The method according to claim 1, further comprising indicating thatthe brake is released and the train is ready to depart if the air fromthe emergency reservoir has been directed to the locking spools.
 4. Themethod according to claim 1, wherein the determining whether the handbrake is applied or released further comprises directing the air fromthe emergency reservoir to a center port of the motion detector device.5. The method according to claim 1, further comprising leaving thependulum unstable if the air from the emergency reservoir is directed tothe center port of the of the motion detector device and locking spoolsof the motion detector device are vented.
 6. The method according toclaim 1, further comprising tripping the pendulum to direct the air fromthe emergency reservoir to a hand brake release cylinder disposed on thehand brake to release the hand brake.
 7. The method according to claim1, wherein the motion detector device comprising a pneumatic motiondetector valve.
 8. The method according to claim 1, wherein the motiondetector device comprising an electronic solenoid.
 9. A hand brakerelease system on a railway car, the system comprising: a differentialvalve in communication with a train line of a train and a brakecylinder, the differential valve measuring an air pressure differentialbetween an air pressure in a train line of a train and an air pressureon a brake cylinder of the railway car to determine if air shouldtransfer from an emergency reservoir of a train brake system; a handbrake position valve configured to determine whether the hand brake isapplied or released using; and a motion detector device configured todirect the air from the emergency reservoir within the motion detectordevice to assure that the hand brake is released.
 10. The systemaccording to claim 9, wherein the motion detector device comprisesshifting yoke with locking spools attached to the shifting yoke and apendulum controllably movable with the shifting yoke.
 11. The systemaccording to claim 9, wherein the locking spools are configured to lockthe pendulum in a vertical direction to lock the hand brake in a releaseposition.
 12. The system according to claim 9, wherein the motiondetector device comprises a center port configured to determine whetherthe hand brake is applied or released when the air from the emergencyreservoir is directed to the center port.
 13. The system according toclaim 9, wherein the motion detector device comprising a pneumaticmotion detector valve.
 14. The system according to claim 9, wherein themotion detector device comprising an electronic solenoid.